rvn8zd(at)gmail.com
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 Posted: Tue Feb 04, 2020 9:30 am Post subject: Z-12 implementation |
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Hi Bob,
I am using a VPX sport that I'd like to integrate with your one battery /
two alternator plan. All I need is Comm, garmin 660, one e mag, lemo plug
for headset. Is there a drawing for this idea already (integrating VPX
sport) somewhere? if not, Where do you recommend I go to draft the
schematic?
Thanks
Ron P
On Sun, Feb 2, 2020, 11:55 AM Krea Ellis <krea.ellis(at)gmail.com> wrote:
[quote] Clearly, my emails are getting through even though I get a reply from the
server that they are being rejected.
Thanks for all the valuable information and thoughtful responses.
*You're not going to be comfortable with your system until you're
comfortable with it. But it might be worth stepping back and looking 'big
picture' for a bit. Checking every detail should happen, but sometimes our
initial premise may need re-evaluation. There are one or two of my basic
premises I'm currently rethinking a bit.... Charlie*
Agreed and I am stepping back and working hard to overcome the concerns
about multiple redundancies. Years of flying big iron I guess and a fear
about new ground (at least for me) with SDS.
*How would that happen? EVERY branch feeder in Z-14 is QUAD sourced until
some component fails in flight (an exceedingly rare event). Two
distribution busses (main and aux) remain at least DUAL sourced and
sometimes TRIPLE sourced depending on nature of failure. Complete loss of
power on either bus just doesn't happen . . . Z-12 (revised) is another
solid option where a single bus is TRIPLE fed and no less than DUAL fed
after loss of a single component.*
I need to keep things in perspective. In 1000 hours of GA flying and
multiple thousands of large airplanes, any electrical problems I have had
have been totally controllable and I have never had total electrical
failure - although there are plenty of anecdotal stories of that
happening. So the risk is probably very small.
I guess things are quad sourced if you assume you can close the cross
tie contactor. I was hoping to do that only for start and only in a dire
emergency in flight. But if the only source of power to the injectors has
failed, not much to lose by closing the cross tie and hope it powers up.
Screens in front are backed up by an IBBS battery and the G5 has an
internal battery, so we can keep the shiny side up no matter if we are a
glider.
*Can you suggest that SDS contact me with a goal of collaborating on a
unified approach to minimizing risks? *
I will absolutely do that a greatly appreciate your willingness to help me
(and others) through this.
I am coming to the conclusion quickly that a single injector bus fed by
one of the two battery busses and with a good battery and an externally regulated
alternator is probably the best compromise of simplicity and reliability.
I’d still like to consider a slightly more redundant approach too
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